So the info is out there on how to replace these and what they fix. I just got a 190D that I've nursed back to health and only need to get rid of the 2-3 and 3-4 flare, but I have a few questions that I haven't been able to find answers for.

What exactly happens when the flares start and a new K1 is needed?

Does the spring itself wear out?

Is the new spring revised?

Does it compensate for other wear in the transmission? a band-aid per say?

There is way less talk about the K2 spring for 3-4. Is it less likely to fix this?

These questions are for my mechanical curiosity and so I can sleep at night until my springs come and I can service the trans. Thank you.

(btw, Ive disconnected vacuum to the modulator. I get a clunk AFTER the flare when it goes into gear. I don't think vacuum is my problem )

will guarantee harsh shifts and/or flares. I suggest hooking it back up and chasing vac leaks before tearing into the transmission.

Also, look carefully behind the vac switch. There is a mechanical link between throttle and tranny. Make certain the link has not separated. It will shift but slip a *****.

yes I know. Disconnecting it guarantees hard shifts. Also eliminates too much vacuum as a possibility for the flares. It clunks, so I know the modulator isn't stuck or something like that.

PM member MAVA. He is a tranny expert and should have an answer for you.

__________________
'89 260e (212K Mi.), '92 400e (208K Mi.), '92 400e (not a misprint) (146K Mi.), '95 C220, '81 240D--Sold

Read this first - Mercedes-Benz Transmission, Steve Brotherton, ImportCar, February 2002

__________________
I'm not a doctor, but I'll have a look.

'85 300SD 245k
'87 300SDL 251k
'90 300SEL 326k

Six others from BMW, GM, and Ford.

Liberty will not descend to a people; a people must raise themselves to liberty.[/IMG]